Carbureter.



J. C. COULOMBE.

CARBURETER.

APPLICATION FILED DEC. 3. 1914.

Patented Jan. 29, 1918.

3 SHEETS-SHEET I.

m@ b Wm M m a w M WI TIVESSES ONE 1. c. COULOMBE.

CARBURETER. APPLICATION FILED 050.3, 1914 mama Ja11.29,19l&

3 SHEETS-SHEET l/V VE/V TOR Jrw'wph W- Wwwimmbe,

WITH/E8858 J. c. couwmslz.

CARBURETER.

APPLICATION FILED DEC-3, l9l4.

Patented Jan. 29,1918.

3 SHEETS-SHEET 3.

mm mm M T I W JQSEPH C. CQULOMIBE, F LOWELL, MASSACHUSETTS.

oeneunmnn.

menses;

Specification of Letters Patent.

Patented den. 2%, Judith.

Application filed December 3, 1914:. Serial No. 875,304

. To all whom 2'23 may concern:

Be it known that I, JOSEPH C. Coueomee; a citizen of the United States, and a resident of Lowell, in the county 01. Middlesex and State of Massachusetts,have invented certain new and useful Improvements in Can 'bureters, of which the following is a. full;

Ill

clear, en'd'exact description whereby anyone skilled in the art may make and use the same."

The invention relates to cerburetersnnd while it may be used advantageously in any cerbureter designed, it is "particularly well adapted for use-in the type of carburcters having: no moving valve parts for varying the attenuation of the mixture.

The object of the invention is to provide a.

. simple and com act device which will be eii'ective and sel -regulating for all engine speeds and will always produce a proper mixture.

A further object is toprovide a series, of chambers and by-passes for 'li uid fuel by which a roper mixture can it ways be secured un er the most unusual speed varietions. p

A still t'urtherobJect is to PIOVICIQJLT- rengements of fuel ducts and controls by which 2:. proper-mixture will be secured for" easy"starting of the cngine;,.1for rapid changes from very slow speeds-with-thecerbureter throttled; up to immediate hi it carburetor.

changes with the throttle wide open and or the various speed changes in theengine from .the lowest to the highest speed.

Referring to'the drewings Figure 1 is a Fig.2;is a. view in side elevation. Fig. 3 is'u partial vertical Cl'OSS-StfillOlltll view on tholine 3-3 of Fig. 1.

carburetors automatically actuated vulves Fig. 4 is a similar sectional, view on the line 4-4 of Fig. 1.

Fig. 5 is u detail section along the line 5-5 of Fig.1. 1 tig. 6 is a. detail view of the stnndqnpe uil q i 7 is it detail view of the adjustable stan pipe. I

It has been common practice to employ in for controllin the volume .of flow of fuel from the float ee'd chamber of constant level to the venturi oraspiruting nozzle of the carbureter.

ployed the varying suction induced by the 4 ders.

' guish from types of ,and a thrott plan view of it .form of the lhe invention as applied to the drew in'gs hereinafter described illustrates a. form of c'arbureter having non-moving parts that is, non-moving valve mechanisms which are dependent upon englne $llCllOll." The term nonunoving parts to in which the valves are automatically moved to control the flow of fuel dependent upon the suction induced in the carburetor. The present invention has bureter of the Il Ol'-Il'l0\ vided with duct or collectively, and cooperate to give u proper rnixture for all conditions'oi use.

is applied to distindevices-above refereed to do with a. cart.-

valve type promnnels and chambers for. the fuel which will operate independently p Inthe accompanying drawings, there is, e g

1 lmving an inlet opening 2 opening 3. The inlet opening and outlet opening are connected by the venrnnin castinf; C

.turi '4: and'theinlet 2 has n valve of the butterfly type 5 which is normally held open by a. spring 6 but may be closed by the lever 7 fonstertlngr the engine when it. is cold.

' 'The outlet 3 is controlled by a suitable throttle valve. 8 herein shown asof the butterfly type suitably connected with an opcrating lever 9. (in the lower side of the casting 1, there is at suitable seat/10 against which .is fitted a' cuplike bowl'jll, which' provides the float feed chamber 12. Thelower part of tlle bowl is held against a shoulderlii formed on the central opening portion of the casing stndis secured in place The floe'tfeed chamber 12 is provided with, a float 15 which, through at pivoted connection 16 actuates the inlet valve 17 that controls the oil inlet passage 18.

At the lower end of the dust feed chumher, tliere-is.s t chunnel 19 which. co'mmunicates with e central. chember 20 formed in the lower end of the cestingand centrally of the carbureter mechanism. The chamber forms a Well, which is separated from an oil chamber 21 by a quill 22,-

26, certain of the openings being located withinythe chamber 21 and others extending intot'he opening of the venturi. The quill 22 has an enlarged screw-threaded shank 27 which isf screwed into the central orifice of the carbureter casting at its upper end. The quillp'erforms the double "function of providing a wall between the chambers 20 and 21,'outle'ts into the venturi, then into the chamber "21"and asupport for theadjustable stand-pipe 28. This stand-pipe has a central opening 29 open at its upper end to the atmosphere through a relativel small port 30 and connected directly with the chamber 20. It is also provided with annular grooves and rings 31, 32. In the grooves are perforations 33 so that communication may be opened between the perforations 26 of the quill 22 and the interior opening 29 of the stand-pipe. The upper end of the stand-pipe 28 is threaded into thequill 22 and may be adjusted so asto bring its perforations 33 into and out of gieatcr or less registering position with the perforations 26 of the quill b turning the knurled nut 34. A portion 0 the threading of the stand-pipe 28 is cut open as at 35 to form an' annular groove and extending through the quill 22 and into this annular groove is a stop screw 36. The groove is made of a suflieient length to permit moving the standpipe 28 into full registering position as to its perforations-33 and the perforations 26 of the quill or completely out of registering position therewith. At the same time, a sufficient pressure may be exerted through the stop screw 36 to insure maintaining any given adjustment which has been made by turning the knurled nut 34 and standpipe 28'.

It will be observed that the float feed chamber and the stand-pipe are both open to atmosphere and therefore there will always be a constant fuel flow from the float feed chamber to the stand-pipe, due to the difference in head or level between the surface of the fuel and the opening of the passage'19.

Ordinarily,the chamber 21 will be filled with fuel to the height of the constant level ofthe float feed chamber by percolation of the fuel throu h the registering openings 33, 26 of the stan -pipe and quill and the standpipe 28 will be filled with fuel to the same level except as increased suction will raise the level in the stand-pipe.

Suction in the venturi causes a slight snetion in the stand-pipe 22 and therefore the fuel will rise in the stand-pipe and as the column of fuel comesopposite the registen ing openings 33, 26, suction in the venturi will carry the fuel along with the air to the engine.

When the throttle is practically closed, there is not a sufficient suction in' the venturi to pick up a sufficient quantity of fuel. There is therefore provided a by-pass 'duct 37 which communicates with the chamber 21 and extends to the throttle valve where it opens through a port 38 ,(see Figs. 1, 2 and 4). This by-pass picks up the fuel from the annular well or chamber 21, 25, the latter being directly connected with the venturi. It is therefore able to work in two ways. At the very low speeds when the engine is run-- ning practically idle, the suction will pick up a sufficient quantity of fuel through the by-pass as the suction effect is greatest upon it owing to the throttle being nearly closed,

As the throttle is opened, however, the suction increasing becomes sufficient in the venturi to pick up fuel from the well or chamber opening 25. The well or chamber is also eflicient to aid in starting. In Fig. 3, there is illustrated an over-flow 39 which will act as a spill-way in the event of there bein too much fuel thrown into the venturi.

W en an engine is running idle or on very slow speeds, say equivalent to a vehicle speed of ten miles an hour or slower and the throttle is suddenly thrown wide open, air being much lighter than the fuel will reach the engine before the required amount of fuel or gas does. The result is evidently that of providing too lean or poor a mixture for the first two or three explosions and the engine will therefore stall. This same condition arises when the, engine is started and the throttle thrown suddenly open after it has been closed or when the device is operating under very slow speeds and the throttle is suddenly thrown open. To counteract these effects, there is provided a special feed which consists of a reservoir chamber 40 (see Fig. 5) which is open. to atmosphere through a vent 41 aliove to practically nothing-and therefore there will be no drawing of fuel from the mouth of the opening 43 and chamber 40. How

mangoes ever, fuel will percolate into the chambers 40 and 43'and they will be kept filled through the small opening 42.

In the event of the throttle being suddenlythrown'wide open, the suction in-the venturi will d'rain both the chamber 40 and channel 43 and thus, there will be furnished additional fuel which will allow the motor to plck up very rapidly. As soon as the adjusting the size of the I tion or pick-up reservoir 40. ,is drained, the only fuel which can pos'siblyilie drawn up through a small duct 43 is thatwhich very slowly percolates through the openin 42 and this is not nearly sufiicient to a e in through the'regular The chamber 40 and its channel 43 are also efficacious in'starting the engine as, of course, under the immediate suction, they will furnish fuel to roperly enrich the mixture.

fhe amount of'fuel passed through the stand-pipe and quill may, of course, be adjusted as heretofore proposed by raising or lowering the stand-pipe 28 and changing the degree-of registration of the perforations 33 and 26.

Unusual and astonishing results can be attained with this combination of ducts and channels. An absolutely even mixture may be secured at all speeds and a quick accelerais effected without intermediate points of poor mixture such as are customary with carburetors of the non-moving part type. Any mixture desired may be secured at any speed by merely changing the perforations 33, 26. By placing additional holes at the top or increasing their size by adjustment, a richer mixture is secured for high speeds than at lower speeds.

By adding-holes or increasing the size at the bottom within the chamber 21, a richer mixture is secured on low high speeds and by increasing the number of holes or orifices at the center, that is, intermediate the uppermost holes of the standpipe and the lowermost ones, a richer mixture is secured for all intermediate speeds than the highest and lowest.

Each hole seems to control mixture for some particular speed and therefore by proper adjustment, any mixture can be secured for any speed.

lips illustrated herein and in practice, it has been found that very good results are attained by using, for instance, in a one inch carbureter for a twenty engine some twelve holes. It will be obspeeds than at the served that the placing of holes in the standf pipe ranges from well below the natural level in the chamber 21 to to the top of the venturi and of course by orifices, more or less suction may beinduced in the standpipe. through the orifices below the fuellevel may ct the mixture drawn channels of the standplpe and appurtenant chambers.

horse power a point nearly up Therefore, the flow into the pipe be modified. It is also quite apparent that an adjustment and arrangement of the 0 enings must show marked results in the 0 aracter of the mixture. This arrangement of stand-pipe when combined with the Wells and bypass ducts described, gives a'most efficient carbureting device and one which will produce a properly attenuated mixture for any and all speeds, at the same time, providing for easy starting of the engine when cold.

It will be noted that the chamber 21 has a comparatively large surface opening at its outlet 25 which is directly in the venturi and therefore provides for the picking up of a considerable volume of fuel when there is suliicient suction in the venturi. This chamber 21 is replenished by the flow through the openings 26, 33 of the standpip'e and quill. As the suction increases in the venturi and withdraws the fuel from the orifices in the stand-pipe above the base there of and depletes the fuel contained in the chambers 21, 25, more fuel will be drawn into the next succeeding orifice below the bottom of the venturi. It will be seen from this that'there is a sort of compensating action dependent upon the degree of suction between the quantity of fuel taken out of the orifices'of the stand-pipe and that contained in the Well or chambers 21, 25. It is apparent that the exact form of device illustrated and described may be de parted from to a great extent without departing from the spirit or intent of the invention and the exact arrangements of ducts and chambers may be modified to suit any particular construction desired or for any demand which is-required upon the carbureting mechanism. 4

What I claim as my invention and to. secure by Letters Patent is:

"-1 In a' oarbureter having an automatically controlled fuel chamber, a venturi, a fuel well having an enlarged opening at its junction With the venturi and having a reduced portion extending to a cbnsiderable depth below the venturi and more closely surrounding the stand-pipe, a stand-pipe separating said well from the fuel. supply, said stand-pipe having openings within the well and openings above the well Within the venturi, said openings being successively subject to the suction of the venturi-as the level of the liquid is lowered in the well. i 2. In a .carbureter havingan' automatically controlled fuel chamber, a venturi, a uel well extending below the venturi, a stand-pipe separating said well frpm the fuel supply, said stand-pipe having openings Within 'thewell and above the well within the venturi and means, for adjusting said openings. x, j In a carburetor having an automatically [controlled fuel supply, a. venturi, a

desire .& 1,254,659

- cally controlled fuel supply and a venturi, a

stand-pipe extending through said venturi and communicating with the oil supply, a well surrounding said stand-pipe and separated from the oil supply by said standpipe, adjustable openings intermediate the stand-pipe well and venturi, and an adjust= able hollow spindle for adjusting and feeding fuel to the openings.

5., In a carburetor, an automatically .con-, trolled fuel supply, a venturi, an oil supply nozzle in the form of a stand-pipe extending from the oil supply to the venturi, a fuel well extending below the venturi and surrounding the stand-pipe, said well having'an enlarged opening at its junction with the venturi and being of substantial depth inreduced diameter below said opening, and

a by-pass chamber communicating with the fuell supply and the venturi above the fuel we 1. Y

6. In a carburetor having a fuel supply, a venturi, a stand-pipe communicating with the venturi and the fuel supply, a fuel well open to the venturi and surrounding the stand-pipe for a substantialportion of its length and a chamber open to the fuel supply and opening to the venturi above the well 7, In a carburetor having a fuel supply, a venturi, a stand-pi e communicating with the venturi and the uel supply, a fuel well having an enlarged opening into the venturi and surrounding the stand-pipefor a substantial portion, of its length, a chamber open to the fuel supply andthe venturi, a throttle valve at one end of the venturi and a by-pass communicating with the fuel well and opening'adjacent to thethrottle valve.

8. A earbureter having a float feed chamber under atmospheric pressure, a venturi,

a stand-pipe formin a fuel connection from the float feed cham er to the venturi and surrounded by a well of substantial depth extending from the bottom of the standpipe to the venturi, a chamber of comparatively small area, as compared with the well,

communicating with the venturi above said well and having an inlet to the fuel supply .-belo\v the level of the fuel in the float feed chamber, said chamber being open to atmospheric pressure.

5). In a carbureter having a fuel supply, a venturi, means for supplying fuel to said venturi under varying degrees of suction, said means including a fuel supply well open to the venturi, a stand-pipe having perforations for feeding said well, a by-pass'communicating with said well. and with one end of the venturi and a chamber fed from the oil supply and communicating with the venturi exteriorly of the oil well stand-pipe and by-pass.

10. In a carburcter having a fuel supply and a venturi and a throttle valve for controlling the suction in the venturi, of means adjacent to the throttle including an open fuel duct for supplying fuel with air of abnormally low suction passed through the venturi, independent means including a well and stand-pipe for supplying fuel upon varying suctions through the venturi and means embodying a direct connection intermediate the supply and venturi for supplying an additional supply of fuel upon a .uormally high suctions in the venturi, all

JOSEPH C. COULOMBE.

Witnesses .Tosnrn A. Leeann, JOHN A. M KENNA'. 

